CA1182400A

CA1182400A - Internal combustion engine

Info

Publication number: CA1182400A
Application number: CA000406251A
Authority: CA
Inventors: William V. Bachmann
Original assignee: Individual
Current assignee: Individual
Priority date: 1981-07-06
Filing date: 1982-06-29
Publication date: 1985-02-12
Also published as: IT8248631A0; GB2101211B; GB2101211A; DE3223280A1; US4434752A; IT1148602B

Abstract

Abstract An engine is shown as having a ring-like cylinder with a ring type piston reciprocatingly received therein, connecting rods operatively interconnect the ring piston to a related crankshaft; the combustion chamber means is formed generally by two chamber volumes the first of which is defined by the annular space between the working surface of the ring piston and the juxtaposed cylinder head surface and the second of which is defined by a generally medially or centrally formed chamber of unexpandable volume; the two chamber volumes commu-nicate with each other as by a relatively narrow opening formed generally peripherally about the chamber of unexpandable volume.

Description

Field o _ Invention This invention relates generally to internal combustion engines and more particularly to internal combus~ion engines o the type employing an annular or ring-type piston reciprocatingly received within a cooperating annular or ring~type cylinder.
Back~ro~nd of the Invention Heretofore, various forms o ring-type piston 1~ engines have been proposed by the prior art. It has been found that such prior art engines are susceptible ~o experiencing problems arising out of and during, generally, lgnition of the motive fluid or combustible mixture wi~hin the pis~on cylinder combustion chamber.
For example, in such an annular or ring-shaped combustion chamber, if ignition o the combustiblP
mixture therein is initiated at a single point, then, before c~mbustion îs completed, flame propagation must occur in a generally circular path (within ~he ring-shaped combustion chamber) until such flame reaches ~theoretically) a point diame~rically opposi~e the point where ignition is initiated. As a consequence of such an ~nnular pa~h ~in bo~h directions about the centerline or axis of ~he ring-shaped combustion chamber~ of flame propagation, a higher com~ustion cha~ber pre~sure can be produced at the point of ini-tiation of ignition than at the point diametrically opposite to the poin~ of igniti.on ini~iation. As a result of such difering magni~udes of pressure, the ring piston (within ~he ring like cylinder) would tend ~o tilt generally toward the higher pressure area

-2-therehy causing additional stresses and uneven wear of, for example, the ring or annular piston and ring-like cylinder.
The prior art has here~oore suggested the em-ployment of a plurality of igniterq situa~ed as to beequally spaced abou~ the ring-like cylinder and combus-tion chamber ~hereby, when simultaneously fired result-ing in a much-more equalized pre~sure and eliminating ~he undesirable pressure difference as hereinbefore described with re~erence to the employmen~ of a single igni~er. The use of 5ueh a pl~rality of igniters to CaUS2 simultaneous ignition at a corresponding plurality of poin~s is, generally, an acceptable arrangement; how ever~ such an arrangement still is susceptible to the creation of the previously described undesirable pressure differences. That is, if in such a multi-igniter sys~em one or more of the igniter~ for some reason fails to fire and, at that location, ini~iate ignition of the combustible mix~ure, then, it should be apparent, the previously described undesirable pressl~e differ-ences will occur.
Accordingly, the învention as herein disclosed and described is directed/ primarily, to ~he aforemen-tioned as well as other related and/or a~tendant pro blems of ~he prlor art~
~9~A~
According to one aspect Qf ~he invention, an internal combustion engine comprises an engine housing, an annular cylinder formed in said housing, said annular cyl~nder comprising a firs~ radially inner annular wall and a second radially outer annular wall, a ring-ll.ke piston received in said annular cylinder ~or reciprocating mo~emen~ therein, motion transmitting means operatively connected to said ring-like piston for trans~it~ing ~he reciprocating movement of said ring-like piston to associated power output means, and combustion cham~er means, ~aid combustion chamber means comprising a first ring-like combustion ohamber portion defined generally and cooperatively by said inner and outer annular walls and said piston, said combustion chamber means fur~her comprising a second combustion chamber portion si~uated generally axial~y of said first rin~-like combustion chamber por~ion, said first and second combus~ion chamber portions being in eommu-nication with each other, and said second combustion chamb~r portion being of unexpandable volume.
Various general and specific objects, advantages and aspects of the invention will become apparent when reference is made to the following detaile~ description considered in conjunction with the accompanying drawings.
Brief Descri~tion of the Drawin~s In the drawing~, wherein for purposes of clarity certaln details and/or elements may be omitted from one or more views:
Figure 1 is a generally elevational cross-sectional view of an engine embodying teachings of the invention;
Figure 2 is a eross-sectional view, in compara-ti~ely reduced scale, ~aken generally on the plane of line ~- -2 of Figure 1 and looking in the direction of the arrows;
Figure 3 is a view illustrating a fragmentary portio~ of the structure of Figure 1 with certain o the elements therein being depicted in an opcrating po~ition different from that o~ Fi~ure l;
Figure 4 is a relatively enlarged view illus-krating a ragmentary portion of the structure as shown in Figure 2 and depicting the ring piston in its top-dead-center position;
Figure 5 is a top plan view of the piston means ~hown in Figure~ 1 and 2;
E'igure 6 is a cross-sectional view taken gene-rally on ~he plane of line 6---6 of Figure 5 and looking ~n the direction of the arrows;

Figure 7 is a partial cross-sectional and partial elevational view takPn generally on the plane of line 7---7 of Figure 5 and looking in the direc~ion o~ the arrows;
Figure 8 is a fragmentary cross-sectional view, somewhat similar ~o a portion of the s~ructure shown in Figure 4 but illustra~ing ,another embodimen~ o~ the inven~ion;
Figure 9 is a view similar to that of Figure 8 ~ut depic~ing one of the elements in an operating position dif~erent from that of Figure 8;
Figure 10 is a view similar to ~hat of Figures 8 and 9 but depicting thc ring piston in its bottom-dead center position, and Figure 11 is a cross sectional view taken gene-rally Oll the plane o line 11---11 of Figure 10 and looking in the direc~ion OIC the arrows.
Detailed Description of the Preferred Embodiment . _ . ...
Referring now in greater detail to the drawings, Figures 1, 2, 3 and 4 illustrate, in somewhat simplified form, an engine 10 employing teachings oiE the inverltion.
As generally dPpict2d, engine lO i~ shown as comprising engine housing means 12 which, in ~urn, preferably comprises housing seetions or portions 14, 16, 17 and 18 suitably fixedly secured to a~d/or through each other as by any suitable securing means.
The lower disposed engine housirlg section 18 30 ~y also serve as the engine crankshaft housing and, as such, is pro~rided with bores 20, 22 and ~4 respec-tively receiving ther~in, preferably by press-it, sleeve bearings or journals 2~, ~3 and 25 which serve to rotat:ingly support crankshat means 28. As depicted 35 in Figure 1, crankshaft means 28 is preferably com-prised as of a first journal portion 32, rota~ably suppor~ed in bearing or journal 21, and an integrally formed eccentric or throw shaft portion 34 which, in turn9 is rotatably re~eived through an eccentrically ~324 disposed passageway formed in an intermediate rotatable Journal member 36 received within bearing or journal members 23 and 25~ An output shaft portion 38 of crank means 28 may be provided as with suitable key slo~
5 means 40, or the like, in order to thereby be able to drive some related power consu~ing means. The lower houslng portion 18 may be provided with end-type closure members 42 and 44 for providing, when needed, access to ~he crankshaft means 28 and related components.
I~ is contempla~ed that the live bearing means 36 may be partly hollow in order to ther~by, for example, im-prove the dynamic balance thereof. Even though not necessary to the pract~c~ of the invention, irl the pre-ferred form ~hereof, relieved openings or clearances 46, 48 and 50 are provided and such may be o~ generally annular configuration as typically illustrated at 48 of Figure 2 and wherein clearances 46 and 50 communicate with and generally comprise a portion of an overall charge or pre-induction chamber 52 as by means of res-20 pel~tive openings or passages 54 and 56.
Depicted generally centrally of crank housing section 18, a generally upwardly extending portion 58 is provided with such havi.ng, for ~xample, an effective outer diameter significantly smaller than the inner diameter of the related annular or rlng piston 60.
The upper end of riser por~ion 58 is preferably pro-vided as wi~h an annular counterbore 62 effective for receiving therein, as in a mating manner, ~he lower end 64 of related inner ring-cylinder core or body means 30 66 which, when assembled as depicted, results in an annular or ring-like chamber-like passage por~ion or means 68. A plurality of generally radially and ver tically extending passage or conduit means 70 serve to complete comm~nication as ~etween such pre-induction or charge chamber means 52 and passage means 68 o core means 66.
The ring-cylinder core means 66 may be secured to riser 58 as by, for example, sui~able bolt means 72 threadab~y engaged as in a tapped hole 74 of ring-cylinder core or inner body means 66. Further, the ring cylinder core 66 is provided with ~ plurality of ports or passages -/6 which are generally equally spaced ~nd radially directed as to com~lete timed communication as between passage 68 and the combustion chamber of the annular or ring-lik cylinder 78 reciprocatingly con-taining ring plston mean~ 60. The ports or passages 76 are so located or of such a configuration as to be-come sufficien~ly uncovered and thereby provide suffi-cient communlcation as b~tween the pas~age or chamber means 68 and the combustion chamber portion 80, of the ring cylinder 78, when the piston means 60 reaches its bo~tom-dead-center (B.D.C.) operating position. As will h~reinafter become even more apparent, when the piston means 60 m~ves to its B.D.C., the air supply or alr-fuel mixture somewhat precompressed in the chamber or space 52, exi~ing, effectively, below the piston means 60, is permit~ed to :Elow through passage or condui~ mcans 70, into passage or chamber mean~ 68 and through ports or conduits 76 in~o the combustion chamber por~ion 80 of annular or ring cylinder 78.
Referring in part:Lcular to Figures 1 and 2, generally tubular sl eve or liner 82, preferably com-25 prised of material which is harder than that of enginehousing section 17, having a cylindrical wall 84 and radiating ~lange 86, is operatively carried by and in-ternally of housing sec~îon 17. A plurality outer piston rings 88, carried by the pis~on means 60, are each resilien~ly urged radially outwardly as to be in sliding contact with the inner cylindrical surface 90 of liner or slee~7e 82. A ~econd plurality of inner piston rings 92, carried by ~he piston means 60, are each resi.lien~ly urged radially inwardly as to be in slidlng contact wi~h ~he outer cylindrical surface 94 of core body m~mber or means 66. As should be apparent, the outer cylindrical surface 94 of inner ring-cylinder core 66, the inner cylindrical wall or surface ~p~
-7 ~

90 o:E sleeve 82, ~che top surface 96 of piston means 60 and the annular juxtapQsed under-surface of engine housing section 16 cooperate to define the annular cyl inder combus ~ ion chamber 8 0 .
Referring in greater detail to :~igures 5, 6 and 7, w~erein Figure 5 may be considered as a view taken on the plane of the ~op surface 96 of the piston 60 in Figure 2 and looking downwardly, the piston 60 is de-picted as comprising a piston body 97 having inner and outer wall por tions 98 and 100 integrally formed with an upper annular w~ll portion 102 respec~ively de-fining an inner cylindrical surface 104, outer cylin-drical surace 106 and top working surace 96. As will be noted, the piston 60 has its connecting rod wrist pin journals or bearings 108 and llO so arranged as to have the centerlines of such in alignment and paQsing through the axis of the piston body 97. Further, the radially inwardly disposed ends 112 and 114 of bearing portions 108 and 110 are situa~ed as to be radially outwaràly of the spac~ defined, and con~lned, aæ by an extension or continuation o the inner cylindrical surface 104. A plurali~y of generally circumferential grooves 116, 118 and 120 serve to respectively contain the plur~lity of outer piS~oll rings 88 while a secorld plurality of inner generally circumferential grooves 122 and 124 serve ~o respectively contain the plurality of inner piston rings 92.
As illustra~ed in Figure 1, th piston means 60 may be operatively connected to the crankshaft means 28 as by connecting rods 126 and 128 and cooper-ating respective wrist plns 130 and 132.
Since, in the preerred embodiment, the pis ton means 60 is operatively Tno~ted or connec ced to single crankshaft means 28, ~he piston 60 may tend ~o exper-ience s~me tilting in its reciprocating rnov~ment causing a "piston slap" condition to occur. In order to prevent such occurrence~ in the preferred embodiment, V~

diametrically opposed axially elongated guide portions 134 and 136 are provided and preferably in~egrally formed with piston body 97 in a manner whereby the loca tion of such guide portion's, as viewed in Figure 5, 5 would be ~ngularly between th~ axis of the wrist pin journals 108 and 110 and, further, would depend down-wardly from the main body 97 as generally depicted in Figure 7. Further, ln the preferred embodimen~, ~uide members 134 and 136 are respectively provided with flat outer guide surfaces :L38 and 140 w~ th such being parallel to each other and parallel to the axis of piston body 97.
With reference to Figure 2, it can be seen that suitable sliding block or fixed guide means :L42 and 144 are carried as by the engine housing section 18. Fur-ther, in the preferred orm guide means 142 and 144 are re~pectively provided with flat guide surfaces 146 and 148 for respective sliding engagement with slidable or moving guide suraces 138 and 140 of piston means 60.
Such relatively fixed guide members 142 and 144 are pre-ferably axially adjustable (as by threadabl~ engagement with housing section 18, or the like3 ~hereby being able to affec~ accurate opera~ive engagement with sur-faces 13~ and 140 of guide portions 134 and 136; also ~ui~able sealing means, as a~ lS0, is preferably pro-vided ~o effec~ively prevent leakage as from pre-com~r ssion chamb2r means 52. Further, suitable locking means, for example, threaded lock plugs or the like, as ~enerally depicted at 152 and 154, may be e~loyed for retainlng the guide means 14~ ancl 144 in any s~lec~ed position. As should be apparent, especially rom Figure 2, if there is any ~endency of pis~on 60 to experience any tilting about the axis of th~ wrist pins 130 and 132 during its reciprocating mov~ment, such is slidably constrained by the co-action of guide surfaees 146 and 138, on one side, and guide surfaces 140 and 148 on the oth~r side.

As shown in Figure 1, engine housing portion 18 is preferably provided with rela~.ively enlarged pockets or chamber portions 156, 158 as to be of a configuration and size adequate ~o respectively receive therein bear-5 ing portions 108 and 110 of annular piston means 60.
Fur~her, as best seen in Figure 2, housing section 18 is also provided with pocket-like cham~ers or recesses 160, 162 which are situateld generally diametrically opposite to each o~her (with reerence to the axis o the piston m~ans 60) and, preferably, angularly midway between chambers or recessles 156 and 158 (Figure 1).
Such chambers 160 and 162 may terminate, respectively, as in lower disposed wall pDrtions 164, 166 wi~h, pre-ferably, wall portlon 164 having aperture or passage means 168 formed therethrough.
A~ best illustrated in Figure 2, housing section 18 is preferably also provlded with interconnected oil reservoir chambers 170 and 172. Further, housing s~ction 18 is preerably provided with a plurality of oil drain or return passage~, one of which is depicted at 168, enabling such lubrlcating oil as is wiped from the piston means 60 and/or cyllnder walls to be returned to the reservoir means of chambers 170 and 172. Further, an oil check aper~ure and plug means 174 may be pro-vided as at an elevatlon Slightly above the predetermined maximum oil level within chamber or reservoir means 170, 172. Obviously, if a pressurized or forced system of lubrica~ing oil as for additional lubrication andfor cooling purposes, as ~or in~tance cooling the ring piston means 60 via an oil spray, is desired, suc~ may be provided by any suitable means.
Referring in particular ~o Figure 1 a plurality of passages 176 are formed, as in or by sleeve 84, as to have each of ~uch provlded with lower disposed open end 178 and an upper disposed open port 1~0 in~ at ~lmes, communiea~lon with ~ombustion chamber 80. Pre-~erably, such passage~ 176 are generally equally circumferentially spaeed from each other. As should be apparent, commw~ication ~hrough the plurality of eon-duit or passage means 176 :is initiated at the moment that pi9ton mea~s 60, in its downward movement, starts to uncover the respective ports 180. At or about the same time as piston means f6() starts to Imcov~r or open ports 180, it also starts ~o uncover or open p~ssage or orifice means 76 thereb y enabling co~nunication to be com~leted as between combustion chamber 80 and chamber or passage means 6~B leading to ~he charge or pre-induction chamber means 52. As should be noted, when ports 180 are uncovered communication through passagP means 176 as between combustlon chamb~r 80 and the same charge or pre-induction chamber means 52 also occurs.
Because of the existence of two cylindrical surfa~es, namely outer surface 94 and inner surface 90, within or defining the annular cylinder 78, a greatly increased or enlarged circumferential wall area becomes available as compared to the prior art "solid" or non-rlng type piston and cylinder. The preferred embodiment of the lnvention makes it a practical possibility to, in effect, distribute many relatively small intake ports (180---180 and 76---76) in both ring cylinder walls or surfaces 94 and 90. This, in turn, enables the achievement of additional improvements as compared ~o the prior art.
Since many m~re intake ports may ~ow be provided, it become~ possible to reduce the height (of the open-ing~ of such intake ports in the order of magnitude offifty percent (50%) or more as com~ared to the height (of che opening) of in~ake or inlet por~s in conventional prior ar t engines especlally such as are consi dered ~o be fast :running two-stroke engines. An important advantag~ can consequcntly be obt~ined from being ~husly able to reduce the height ~of the opening~ of the inle t and/or outlet ports. Generally, in a prior art conventional piston engine, the porting height average 5 one-third (1/3) of the total piston stroke.
Accordingly, ln such prior art engines, the result is that before the ports become fully closed, the piston S has already traveled one-third (1/3) of its full stroke.
Therefore, only two-thirds (2/3) of the total piston stroke remalns available during which effective compre-ssion and expansion work can ~ake place. Assuming, then, khat in an engine, ~he teachings of the invention are employed and the porting hei~ht is reduced by flfty percent (50%), without rescricting the intake or exhaust volume, the piston means, in its stroke, will travel only one-sixth (l/6) of its total stroke before the ports become closed. Consequently, the piston means has flve-sixths (5/6) of it~ entire stroke in wh~ch to perform compression and expansion work.
Referring to Figure 1, engine header hou~lng 16, a~ generally depicted, Elxedly seal~ and covers ~he outer and lower hou~ing sectlon 17 whereby the under-~urEace 182 covers the work area above the rlng p.iston 60 a~ well a~ the upwardly ta~ viewed in Fi~ure 1) pro-~ecte~ area of core mean~ 66.
The upper end of the ring cylinder core means 66 i9 provided with an upper surface 184 o dished or con-cave configuration which is cen~rally situated and which, in turn,is effectively annularly surrounded by a ring-like or rlm-like surface 186. In the preferred embodiment, the rim-lLke surface is generally sloped a~
to have its, for example, widest most end (or lower-most end as viewed in Figure 1) ter~Lnating at a level or elevation as generally attained by the upper-most or working surface 96 of piston means 60 as it reaches ita T.D.C. position. The rim surface 18~ may have ~ormed therein a pair of d:Lametrically opposed notches or relieved portlons 188 and 190 as to thereby provide for the necessary clearances for the valve heads 192 and 194 of exhaust valve means 196 and 198, respectively, during operation thereof. The ring-cylinder core or body 66 m~y be constructed of suitable heat-r~sisting metal which, in turn, can 'be adequately cooled as by the constant flow (as through passage means 68 and ports 76) of saturated air-fuel mixture. However, it is contemplated that the core means or body means 66, because of its inherent compactness, may be manufac-tured as to be comprised of highly refractory ceramic material or materials whic'h, by far, have higher heat resistanoe and are thermally more stable than metal products or materials.
Still referring to Figure 1, the generally under or inner side of engine header housing section 16 is provided with a dished or concave surface 200 which is so formed as to be situated in ~uxtaposed relationship to the concave end surface 184 oE core or central body m~ans 66. A8 depic~ed, the surfaces lB4 and 200 are each concave but in directlons opposite to each other thereby defining a combus~ion chamber 202 therebe~ween.
As i8 clear in, or exa~ple, Figure l, an annular gene-rally radiatlng ~pace 204 i8 ~ormed as between the annular rim-like surface 186 and the upper disposed sur~ace 200 and/or surface 182.
The undersurface 182 of header section 16 pre-ferably of a configuration and/or pattern as to be at least closely reflective of the configuration and/or pattern of the upper working surace 96 of piston means 60. In so doing there is assurance that when piston means 60 moves upwardly and reaches its T.D.C. position, as depicted in Figure 4, an effective squish area or space 206 will be created and will exist as between piston surface 96 and undersurface 182 of hou~ing section 16.
'Reerring to Figure 1, suitable cavity means 208 may 'be formed in engine housing head section 16 and, similarly, cavity means 210 may be formed ln engine housing section 17 with sllch being operatively o~

interconnected as by internal or, as shown, external conduit means 212. A suit:able coolant liquid may be pumped through such caviti.es and withdrawn as by conduit 214 and pump 216 to ~e subsequently cooled as to atmosP-here through sui~able heat: exchanger means 218 and re-turned to the coolant cavities as by conduit means 220.
~ plug or nozzle means 222 is illustrated as being operatively carried as by housing section 16 in a manner as to be in communication with combustion chamber 202 and 80. Member or mecms 222 is ref2rred to as a "plug" or "nozzle" means in that such may be an ignition spark plug or igniter ln an engine 10 where such are requlred to initiate combustion of the combust-lble mixture within the combustion chamber means, or such may be, ~or example, suitable ~uel ln~ection nozzle means i~ the englne 10 i8 intended to operate, for example, as a dlesel. IE ~uch elements are in ~act spark plugs, their operation i9, of course, timed with respect to the movement o ~he piston means 60 as by any suitable means (not shown), many of which are well known in the art.
As illu~trated in Figures 1 and 3, housing section 16 is provided with, preferably, a pair of valve seats 224 and 226 defining orifices and serving as respec~ive seats for ~he valve heads 192 and 194 of valving means 196 and 198. As depicted in Figure 1, the valve means 196 and 198 are each in a clos~d position while in Figure 3, each are in an open position. As shown in both Figures 1 and 3, generally oppositely disposed to relieved portions or clearances 188 and 190 are functionally similar clearances or relieved portions 228 and 230, formed in sleeve 82, which, i.f needed, wlll provide for the nece~sary space to accon~odate the valve heads 192 and 194 during movement thereof.
Re~erring to each of Figures 1~ 2, 3 and 4, housing sectlon 14, sealingly secured as atop engine housing section 16, serves to pro~ide a plenum-like chamber 232 which communicates with combustion chamber 80 in timed relationshlp a~ by the opening and closing of valve means 196 and 19B. An exhaus~ chamber or passage 234, as generally depicted in Figures 2 and 4, also communicates with plenum chamber 232. As generally depicted in Figures 1 and 4, for satisfaetory efficiency, the plenum-li.ke chamber means 232 may have a volumletric capacity in the order of ~ive times, or even more, the d.isplacement of piston means 60. As illustrated, pre-ferably, housing section 16 is provided with a recess 236 ~or the reception therein of plug or nozzle means 222 while howsing means 14 ls provided with an access aperture 238 permitting access to means 222.
As shown in, for example, Figures 1 and 3, valve 8 tem guides 240 and 242, provided as by housing sec~ion 1~, sealingly and slidingly receive the stem~
197 and 199, ~espec~ively, o valve means 196 and 198.
Respective spr$ngs 24l~ and 2~ cooperating ~lth respec-ti~e movable spring seat~ 2l~8 and 250 carried by valve stems 197 and 199 ser~e to resiliently urge valve means 196 and 198 in an upward direction (as viewed in Figures 1 and 3) toward a position where respective valve heads 192 and 194 are sealingly closed against cooperating valve seats 224 and 226. As is generally diagrammati-cally or schematically illustrated, the opening of the valve means 196 and 198 is affected as by cam means and relat~d and associated motion transmitting means 252 operatively connec~ed as to both valve rocker means 254 and 256 and driven as by, for example, the crank-shaft means 28. Many valve timing and operating mechanisms and means are well known in the art and the practice o the invention~is not limited to the employ-ment any particular valve operating arrangement.
It is also contemplated that ln certain situa~ion~ and embodiments of the inventicn it may be des~red that the engine lO be operated as in conjunc~

tion with a booster or supercharger means or be operated on a diesel cycl~. In suc:h situations, it is preferred that certain engine accessory means be provided. For example, referring in part:icular to Figure 2, blower or compressor means 258 i8 shown having its intake in commtmication with a sourc:e of ambient air as through related suitable air cleaner or filter means 260. Such air compressor means 258 may be operatively driven as through related drive train or motion transmitting means 262 operatively connected as to output shaft or crank-sha~t means 28 of engine assembly 10~ The compressed air output of blower means 258 is directed to conduit means 264 which simultaneously supplies suitable re-lated metering valve means 26~ and a second related metering valve means 268. Suitable back-pre~sure or check valve means such as, for exa~lple, a reed-type valv~ assembly 270, communlcating with chamber 52 o~
the engine housing 18, i9 supplied with air ~rom meter~
ing ~alving means 266 via condul~ means 272. In the event the engine 10 i~ to be csrburetor ed, a carbu-retor means 274 may be combined with valving means ~66.
The air supplied to and through valving means 268 i9 directed as through suitable conduit means 276 into the plenum-like chamber 232 which th~n serves as an effi-cient afterburner due to the introduction of a meteredquanti~y of ambient oxygen which is thereby forcefully injected in~o said chamber 232. The oxygen thusly supplied to chamber 232 mixes with the hot exhaust gases therein and serves to sugtain further combustion of the otherwise not completely burned exhaust gases before such exhaust i~ released to ambient atmosphere.
Operation of Inven~ion _ For purpo~es of description, le~ it be assumed that the engine 10 i9 running and, that at this first moment of consideratlon piston means 60 i~ at its B.D.C. posi~ion as generally depicted in Figures 1 and 2 and, further, that the combustlon chamber 80 is filled with a combustible mixture or motive fluid.

From this point, because oE the rotation of crankshaft means 28, both connecting rods 126 and 128 start to experience a li~ting or upward (as viewed in Figures 1 and 2~ tion which, in turn, is transmitted to the piston means 60 causing lt to start to move upwardly toward its T. n .C. pOSitiOll.
As the piston 60 Ithusly starts its upward move-ment, it, in moving, progressively closes inlet ports 180 and 76 each of which communicates with chamber 52 as, respectively, via passage means 176 and 68. Pre-ferably, ports 180 and 76 are not located as to be in juxtaposed or radially aligned relationship but rather so located as to be in a generally angularly staggered relationship so that, for example, the fuel-air mixture being supplied by a port 76 would impinge as upon a portion of the opposite wall between ports 180 and, similarly, the fuel-air ~ixture supplled by a port 180 would impinge as upon a portion of the wall between port~ 76. The uel-air m:Lxture, provided in such a flow p~t~ern would better provide a cooling ef~ect upon contacting the cylinder walls.
In the preEerred embodiment inlet ports 180 and 76 are so located or posltioned as to be completely opened when piston means 60 reaches its B.D.C. position as depicted in Figure 1. As should now be apparent, the invention enables the use of a relatlvely large number of inlet or intake ports; that is, it becomes possible to provide a plurality of such inlet ports 180 along the circumference of the outer cylinder wall and a pl.urality of inlet ports 76 along the circumfe-rence of. the inner cylinder wall. As a consequence thereof the invention further enables the use or em-ployment: o~ relatively low (horizontally narrow) inlet ports and still obtain an adequate total inlet port area whi.ch will result in maeting unrestricted flow-through requirements. Consequently, it becomes possible, and in fact relatively easy, to reduce portlng height (as compared to prior art engines) in o the order of at least 50% without effecting the portingefflciency. This, in turn, provides a gain in added useful piston stroke because the lower port height is, the quicker the combustion chamber be sealed by the move-ment of the piston as it moves from its B.D.C. towardits T.D.C. position thereby trapping a larger air-fuel volume to be compressed, as compared ~o the prior engines where higher porting must be provlded.
As should now be apparent, with exhaust valves 196 and 198 closed and with inlet ports 180 and 76 becoming closed by the upward movement of piston means 60, further continued upward movement of piston m~ans 60 causes a progressively decreasing volume of the com-bustion chamber 80 and, concomi~tantly, the combustible mixture therein becoming highly compressed.
When the plston 60 reaches its T.D.C. position, as generally depic~ed in Figure 4, the top worklng sur-face 96 oE pi~ton means 60 is brought to a very clo~ely ~paced relationshlp with re~pect to the ~uxtaposed cy-linderhead surface 182 re~ulting in a very narrow annular gap 206 therebetween with ~uch gap 206 being re~erred ~o RS a squish band. The squish band, in turn, cau~es a squish and swirl of the highly compressed fuel-air mlxture with such being directed generally radially inwardly or, generally, towards the central axis o~
th~ rin~ cylinder 78. More specifically, the fuel-air mixture is ~orced, at a great speed, to flow through the annular gap 204 and over the annular rim surface 186 into the combustion chamber portion 202, with such flow being highly agitated and multi-directional. The fuel-air mixture ~husly flowing into combustion chamber portion or section 202 i~ then, efectively, instan-taneously ignited as by, for example, ignlter means 222.
Generally, it is known in the art o~ conven-tional prior art engines employing conventional (non-ring type) pistons and conventional (non-ring type) cylinders that a squish area can be formed v~
-1~

peripherally about the piston's top working surface with such squiah area cooperating with, for example, a gene-rally domed cylinder head Generally radially inwardly of such squish area, ~he pistvn is provided with a relieved portion forming a cavity-like portion. In such prior art structures, it has been proposed to pro-vide such squish area to be sub~tantially less than a complete annular rlng or surface about the top of the piston with the ratio thereof being in the order oi 50VL of the annular area about the top oi the piston being provided with a squîsh band the other remaining 50% being relieved as to provide for flow.
Even though the general concept of a squi~h band, theoretically, provides for increased efficiency, in practice and as proposed by the prior art, the em-ployment of a squish band ln conventional (non-ring type plstons and cylinders) engines fail~ to produce a noticable improvement over other prior art more conven-tional combustion chamber configurations. In the prior ~x~, althc)ugh the squish ~and has a theoretlcal value, it i~ believed ~hat its real value is significantly undone by the fact that the piston is a moving object and thus it char~es at great speed (as it moves), those critical ahapes and relationships necessary for an effective squish band and associated combustlon chamber. For example, considering such a prior art solid (non-ring type piston and cylinder) piston pro-vided with the proposed prior art type squish band and its movement from its B.D.C. to T.D.C. position, u~ually when such piston reaches a position of 40 to 30~ before T.D.C. the related spark advance initiates the ignitlon of the fuel air mixture within the cylinder combustion chamber. However, at the instant of such igni~ion, the piston is still moving in its com-pression stroke and the fuel compression ratio is notfully achieved. Also, at this time, the piston has not reached a position whereat the squish band becomes effective even though ignition is initiated. By the time that the pis~on reaches its T.D.C. position approx-imately 70% of the combustion process is completed and, therefore, unfortunately, ~he squish band of~the prior art bec~mes effective only at a time when little com-bustible mixture remains with which to continue theburning or combustion process. Such a shor~coming oE
the prior art can be better understood if one considers, for example, the sequence of events of, for example, a conventional prior art solid (non-ring -type) piston engine having a piston stroke of 7.62 centimeters and a c preRsion ratio o~ 10:1 with ~uch piston being provided with a squish band of, for example, 50% of the cylinder bore. Further, let it be assumed that th~ squish gap height is between 1.0 to 2.0 mm. and that the spark (ignition) advance i8 set at ~l0 before T.D.C. A
pi~ton with a stroke of 7.62 centimeter~, still ha~ to travel a distance of 0.84 centimeter to reach its T.D.C. position ~rom its 40 be~ore T.D.C. positi.on.
At the 40 advance posi~ion, the combustlon chamber is only partially co~lpr~ssed and the combustible mixture therein experiences a compression ratio of only 4.5:1.
Further, it can be seen, under the assumed conditions, that when the piston is still 0.84 centimeter away from its T.D.C., the squic~h gap (distance between the squish band or surEace carried by the piston and jux-taposed portion of the combustion chamber) is the total of the total distance to be traveled by the piston to reach its T.D.C. position and the squish gap height at T.D.C. (0.84 cm. -~ 0.15 cm.) or 0.99 cm. high and, therefore, inef~ective at that moment even though combustion haq been initiated. Although -the piston velocity towarde T.D.C. i8 high, the burning or com-bustion process pro~resses at even a ~a~ter rate.
Therefore, it should be apparent ~hat in the proposals of the prior art, the ideal or necessary conditlons for enabling the 5qui sh band of the prior art to become effective and efficient never really materialize.

~20-The invention as herein disclosed provides additional benefits and overcomes or at least greatly minimizes problems which exist in prior art engines of conventional combustion chambers wi~h or without a squish band. This, genera.lly relates to and arises from the necessity of a spark advance, that is, the initiation of the combusti.on process prior to the pi~ton reaching its T.D.C. position. It should be apparent that in such prior art engines, from the 1~ mom~nt that ignition is initiated up to the time that the piston reaches its T.D.C. (for exam~le from 320 to 360 crankshaft rotation) the pi8 ton not only has to expend the force and energy necessary to achie-ve the (asAumed) compression of 10:1 (at T.D.C.) but also has to overcome the counterforce produced by the burni~g combus~lble mixture immediately following ignition.
Such counterforce rapldly increases in magnitude during the time that the piston i~ ~ill moving toward its T.D.C. As is apparent, because of such forces resisting ~he mo~ement o the piston toward its T.D.C., rela-tively high energy losses occur. However, the inventive concepts and teachings disclosed by the invention enable the attainment of sub~tantial and si~nificant improve-ments over such prior art engines and their attendant problem~. In this connection, reference is again made to Figures 1 and 2 as well as to Figure~ 8, 9 and 10.
As already generally described, ring piston m~ans 60 is slidably movable within annular ring cylinder 78 defined as by the outer ring cylinder wall or surface 90 and the inner ring cylinder wall or surface 94. The inner cylinder wall or surface 94 ls carried by the inner ring cylinder section 66 which is centrally -fixedly mounted and is of a structural strength sufficient to withstand the explosive forces generated above its top or end surfaceQ 184 and 186~
Preferably, top or end surface 184 i5 of a generally concave configuration terminating, at its outer per-iphery, as in a ring-like rim surface 186. The ;2 L/~

cylinder head may, in fact, be an int~gral part of the housing section 17.
A second generally concave configuration 200 is formed well within the cy:Linder head as to be juxtaposed and opposed to the concave surface 184. In the preferred embodiment, surface 200 extends radially outwardly a distance sufficient as to generally, in spaced relation-ship, overlap the rim sur:Eace 1~6 of cylinder core 66 thereby defining a relatively narrow (in terms of spaced relationship between surfaces 200 and 186) to-tally circumferential communication gap 204 thereby providing for continuous communication as between chamber 202 (defined by surfaces 200 and 184) and cylinder chamber 80 above the working surface 96 of pis~on means 60.
ln Figure 8, the piston 60 is depicted in its T.D.C. position occupylng all of chambQr 80 except the very small ring-like gap 206 between the working sur-face 96 of piston 60 and the eylinder head surEace 182.
The annular gap 206, in this instance, wi.th piston 60 at T.D.C., con~titutes a highly efficient ~qu'ish band.
~t ~hls point, as somewhat pictorially depicted by the dash-line arrows 278, the fuel-air mixture within the combustion chamber portion 80 has been, except for the very small annular volume of annular gap 206, squished and swirled lnto combustion chamber portion 202 which i9, in fact, a stable unexpandable combustion chamber section. In such an arrangement, and ln the preferred embodiment thereof, the igniter means 222 would be timed a~ to initiate ignltion of the comhustible mixture with combustion chamber means just the moment prior ~o piston means 60 reaching its T.D.C. position.
As deplcted in Figure 9, the ring piston 60 i.s moving do~mwardly and the fast-expanding hot gases, resulting from the burning combustible mixture, are leaving ~flowing from) the tmexpandable ~ombustion chamber means 202 ancl, with full force, drivlng the piston means 60 downwardly.

Flgure 10 illustrates the pis ton means 60 in i~s B.D.C. position having, at that time~ uncovered all ports 76 and 280~ Ports 280, formed as through outer wall 8~ of the ring cylinder 78 depict exhaust ports which co~nunicate with ambient as through a~sociated exhaust conduit or passage means (now shown). In the embodiment contemplated by Figure 10, no exhaust valves, as valves 196 and 198 of Figure 1, 2, 3 and 4, are provided for direct scavenging of exhaust gases into a plenum chamber.
Instead, Figures 10 and 11 illustrate a valveless scavenging system wherein all ports 76 leading into the cylinder cham~er 80 from the inner core or body portion 66 are employed as conduit or passage means for dellver-ing the pre-compressed fuel-air mixture from chamber 52 (as in Figure l) into the cyllnder combustlon chamber portlon 80 durlng the time that ports 76 are uncovered (efectively opened) by pi~ton means 60. All ports or passage~ 280, provided in the outer wall of the ring cylinder 78 are exhau~t pas~age or conduit means effec-~ively communicating between cylinder 78 and, .Eorexample, ambient for the release of exhaust gase6 during the time that ports 280 are uncovered (e~fectively opened) by pi~ton means 60.
It has been discovered ~hat an extremely effi-clent arrangement of porting means, in a valveless scavenging system, i9 achieved by arranging the air and gas flow, during the exchange of gases, a6 to have a flow pattern as generally depicted by the flowing-like arrows of Figure 11. In the preferred embodiment, such scavenging is based on a crosswise enter-exit pattern. More particularly, in the preferred embodiment of the arrangement oE Figure 11, a first plurality of inlet ports 76 would be forrned as to have the direction o flow thereof generally in plane~
parallel to each other, as viewed in Figure 11; a second plurality of inlet ports 76 would also be formed as to have the direction of flow thereo~ gene-rally in planes parallel to each other, al90 as vlewed in Figure 11. Such fir.s~ plurality o~ ports 76 would be formed on, generally, one diametral side of core body means 66 while the second plurality of ports 76 would be formed on, generally, the opposite diametral side o~
core or body means 66. Further, in the preferred arrangement, the respective ports comprising the first plurality of ports 76 would be in alignment, as viewed in Figure 11, with the respective ports comprising the s~cond plurality of ports 76. Still further, in the preferred embodiment of the arrangement of Figure 11, a first plurality of exhaust ports 280 would be formed as to have the direction o~ flow through generally in planes parallel to each other, as viewed in Figure ll;
a second plurality o~ exhaust ports 280 would alqo be formed as to have the directlon of flow thereof gene-rally in planes parallel to each other, also as viewed ln Figure 11. Such first plurality of exhau~t ports 280 would be ~ormed on, generally, one diametral side o outer cyllnder wall 84 while the second plurality o~ exhau~ ports 280 would be ormed on, generally, the opposlte diametral side o outer cylinder wall 84.
Also, in the preerred arrangement, the respective ports comprising the first plurality of exhaust ports 280 would be in alignment, as viewed in Figure 11, with the respective ports comprising the second plurality of e~haust ports 280. Further, it would be preferred that such planes containing the direction of flow through inlet ports 76 be normal (as viewed in Figure 11) to th~ planes contalning the direction o~ flow through lexhaust ports 280. Consequently, as generally depicted by the -flowing-like arrows of Figures 10 and 11, the fuel-air mixture from chamber 52 flows into chamber or passage means 68 and through ports 76 being directed generally toward the outer cylindrical surface 90 and rising upwardly (as viewed in Figure 10) in a loo~p-like pat-tern partly into the central unexpan-dable combustion chamber 202 scavenging that area and q~

-2~-then exiting chamber 202 and E].owing generally into the chamber area 80~ in a down-flow pat-tern fur-ther scaveng-ing all prior burnecl gases as -t:o cause such -to exi-t -through the open exhaust ports 280.
As should now be apparent, the centrally con-tained combustion chamber 202 cloes not change either i-ts shape or volume at any given ti.me. By constructing the chamber 202 of generally spherical-like surfaces it becomes posslble to either closely approximate or a-t-tain an ideal surface-to-volume (S/V) ratio for i-t.
The S/V ratio can be further improved when a plenum chamber, such as at 232 of Figures l, 2, 3 and 4, is provided for the further treating of the exh,~us-t gases.
The invention makes it possible to locate the igniter or noz~le means 222 exactly in the center thereby resulti.ng in -the .El.arne propac3cltion be:ing nnost evenly distributed. Since the flame propagation works in conjunc-tion w:ith a .r:i.ng p:is-ton, the entire workincJ
surfac~ 96 of ~he pis-ton 60 becomes efEective Eor creat-ing a very l~rc~e squish band 206 (F.igure 4); -this, in turn, means tha-t, Eor example, in the orcler of a-t leas-t 90~ oE -the cornbus-tible fuel-air mix-ture (to be ignited) rnust be squeezecl into ancl collected within the adjacent combus-tion chamber portion 202 wherein such motive fluid is -thoroughly burned before the resulting hot expanding gas is released i.n-to the area of -the eombustion chamber portion 80 where it can exer-t i-ts Eull force agains-t the ring piston 60. Thus it can be seen that the cornbustion chamber portions, that is -the chamber portion 202 as defined by opposed generally conEining sur~aces as de-pic-ted in, Eor example, Figures l, 2, 3, ~, 8, 9 ancl lO
ancl -the ring or annular chamber portion 80 as clepietecl in, for example, Figures 1., 2, 3, 4, 8, 9 and lO, each comprise working or work combustion chambers :in tha-t the ign:ition of -the combus-tible m:ix-ture in each and the con-sequen-t expansion of the resulting gases produce a working or work pressure ancl Eorce agains-t the work or top sur-Eace of the ring-like pis-ton.
Consequently, it can be seen that -the initial ~i ~ l ~

suddenly released Eorce occurring at time of ignition will be effec-tively cushioned and generally absorbed Eirst within the unexpandable combustion chamber means 202 and only then, after nearly all the burniny is com-pleted, -the resul-ting hea-t expansion of the gases aets upon the ring piston 60; therefore, the piston 60 is not subjee-ted to direct exposure of any violent and sudden stress impact in the entire cycle. This, in turn, will increase the overall Euel efficiency, provide a mueh smoother running engine and assure a longer life span to many of the engine eomponents.
It is also eontemplated that further benefits may be obtained by having the cylinder or body rneans 66 comprised of suitable eeramie material of high heat resistance ancl with a yenera].ly stable heat expansion Eactor. :Cn the prac-tice of the .invention whereln -the body means 66 was thusly comprised of ceramic, it woulci not be necessary to provicle any speeial eooling fo:r the body rneans 66 s:ince sueh eoulcl be eonsidered an exeep--tiona:l.ly eEf:ieien-t adiaba-tic heat eonservin~ Eea-ture.
Prior ar-t a-ttempts a-t employing eer~mies in engines has met with unsatisfac-tory results. The main problem encoun-tered by the prior art was (and is) -the incompatibili-ty of combining cerarnic components with surrounding metal components, and/or having the ceramic material in a thin wall configuration, and/or using the eeramie material to Eorm moving components such as a piston or the like. However, in the invention, the use of a cerarnic material for the fabrieation of the eore body me~ns 66 beeomes possible because i-t encounters none of the d:Lsadvantages experi.enced as where prior ar-t eomponents are merely being converted to eeramic materlal.
The inner core or body means 66 can be oE a single com-pac-t mass and ean be seeurely set in position AS a-t its bottom encl and permanently fastened with unsophis-tiea-ted means. Because of the eompac-tness, which body means 66 can assume, the eeramie material comprising means 66 can withstand, on i-ts own, all oE -the attendant heat and sudden pressure peaks wi-thout danger of Eailure.

4~

Preferably, the ceramic would have a low coefficient of thermal expansion and any slight degree of expansion thusly experienced would create no problem since the core or body means 66 would be able to expand axially S without impairing any of the benefits of the invention.
Various ceramics may be employed as, for example, all ceramics of alumina Eused, alumina hydrated, silicon carbide, reaction-bonded silicon nitrid.es, hot-pressed silicon ni-tride and sintered nitrides, such comprising but a Eew of the ceramics employable in forming the core means 66, lE desired.
Although only a preferred embodiment and selected modifications of the invention have been di.s-closed and described it is appa~en-t that other embodiments and modiEica-tions are possible within the scope of the appended cla:im.

Claims

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. An internal combustion engine, comprising an engine housing, an annular cylinder formed in said housing, said annular cylinder comprising a first radially inner annular wall and a second radially outer annular wall, a stationary axial end surface means operatively joined to said first radially inner annular wall, a ring-like piston received in said annular cylinder for reciprocating movement therein, motion transmitting means operatively connected to said ring-like piston for transmitting the reciprocating movement of said ring-like piston to associated power output means, work combustion chamber means, said work combustion chamber means comprising a first ring-like work combustion chamber defined generally and cooperatively by said inner and outer annular walls and said piston, said work combustion chamber means further comprising a second work combustion chamber situated generally axially of said first ring-like work combustion chamber, said first and second work combustion chambers being in continuous open communication with each other and effective for re-ceiving a combustible mixture therein, said ring-like piston when moving in a direction toward its top-dead--center position being effective for simultaneously compressing said combustible mixture within both of said first and second work combustion chambers, said second work combustion chamber being of unexpandable volume and in part defined by said stationary axial end surface means, means for initiating ignition of said combustible mixture first within said second work combustion chamber and only thereafter causing ignition of said combustible mixture to travel from said second work combustion chamber to within said first work combustion chamber to thereby through such combustion and expansion of said combustible mixture collectively within both said first and second work combustion chambers produce a work pressure against said ring-like piston in order to move said ring-like piston toward its bottom-dead-center, and annular passage means generally peripherally about said second work combustion chamber for completing said continuous communi-cation, wherein said annular passage means is peripherally continuous about said second work combustion chamber, wherein said radially inner annular wall is fixedly suppor-ted by a bearing riser portion to said engine housing

2. An internal combustion engine according to claim 1 wherein said motion transmitting means comprises crankshaft means and connecting rod means, said crank-shaft means comprising a large diameter live bearing portion journalled in said engine housing, said connecting rod means comprising at least first and second connecting rods, said first connecting rod being operatively connected to said crankshaft means at a first axial end of said large diameter live bearing portion, and said second connecting rod being operatively connected to said crankshaft means at a second axial end of said large diameter live bearing portion opposite to said first axial end.

3. An internal combustion engine according to claim 1 wherein said second work combustion chamber comprises first and second combustion-chamber surface means, wherein said first and second combustion-chamber surface means are spaced from each other, wherein said stationary axial end surface means comprises one of said first and second combustion-chamber surface means, and wherein said first combustion-chamber surface means is generally concave.

4. An internal combustion engine according to claim 3 wherein said motion transmitting means comprises crankshaft means and connecting rod means, said crankshaft means comprising a large diameter live bearing portion journalled in said engine housing, said connecting rod means comprising at least first and second connecting rods, said first connecting rod being operatively connected to said crankshaft means at a first axial end of said large diameter live bearing portion, and said second connecting rod being operatively connected to said crankshaft means at a second axial end of said large diameter live bearing portion opposite to said first axial end.

5. An internal combustion engine, comprising an engine housing, an annular cylinder formed in said housing, said annular cylinder comprising a first radially inner annular wall and a second radially outer annular wall, a ring-like piston received in said annular cylinder for reciprocating movement therein, motion transmitting means operatively connected to said ring-like piston for transmitting the reciprocating movement of said ring-like piston to associated power output means, combustion chamber means, said combustion chamber means comprising a first ring-like combustion chamber portion defined generally and cooperatively by said inner and outer annular walls and said piston, said combustion chamber means further comprising a second portion situated generally axially of said first ring-like combustion chamber portion, said first and second combustion chamber portions being in communication with each other and effective for receiving a combustible mixture therein, said second combustion chamber portion being of unexpan-dable volume, and means for initiating ignition of said combustible mixture first within said second combustion chamber portion and only thereafter causing ignition of said combustible mixture within said first combustion chamber portion, wherein said motion transmi-tting means comprises crankshaft means and connecting rod means, said crankshaft means comprising a large diameter live bearing portion journalled in said engine housing, said crankshaft means further comprising an eccentrically disposed portion, and wherein said eccentrically disposed portion is journalled in said large diameter live bearing portion whereby said eccentrically disposed portion is effective for drivingly rotating said large diameter live bearing portion.

6. An internal combustion engine according to claim 5 wherein said eccentrically disposed portion comprises first and second eccentric bearing portions, wherein said first eccentric bearing portion is disposed axially outwardly of said large diameter live bearing portion at said first axial end, wherein said second eccen-tric bearing portion is disposed axially outwardly of said large diameter live bearing portion at said second axial end, wherein said connecting rod means comprises first and second connecting rods, and wherein said first and second connecting rods are respectively operatively connected to said first and second eccentric bearing portions.

7. An internal combustion engine according to claim 6 and further comprising a second large diameter live bearing portion carried by said crankshaft means and journalled in said engine housing, said second large diameter live bearing portion being situated as to be axially spaced from said first mentioned large diameter live bearing portion as to generally contain said first connecting rod axially between said first mentioned large diameter live bearing portion and said second large diameter live bearing portion.

8. An internal combustion engine according to claim 1 and further comprising piston guide means, said guide means comprising first and second guide portions carried by said ring-like piston and third and fourth guide portions carried by said engine housing, said first and third guide portions being in operative engagement with each other during said reciprocating movement of said ring-like piston, and said second and fourth guide portions being in operative engagement with each other during said reciprocating movement of said ring-like piston, said first and third guide portions and said second and fourth guide portions serving to at least inhibit said ring-like piston from experiencing piston slap during said reciprocating movement.

9. An internal combustion engine according to claim 8 wherein said first and second guide portions comprise first and second surface extensions extending from said ring-like piston in a direction generally toward said crankshaft means, wherein said first surface extension is on one side of said crankshaft means and said second surface extension is on a side of said crankshaft means opposite to said one side when said first and second sur-face extensions and said crankshaft means are viewed in a cross-sectional plane passing generally transversely through said crankshaft means, said first and third guide portions and said second and fourth guide portions res-pectively cooperating to preclude said ring-like piston from tilting with respect to the axis of said first ring--like combustion chamber portion.

10. An internal combustion engine according to claim 9 wherein said third and fourth guide portions respectively comprise first and second slidable guide members carried by said engine housing.

11. An internal combustion engine according to claim 10 wherein each of said first and second slidable guide members is adjustably threadably mounted with respect to said engine housing.

12. An internal combustion engine according to claim 1 and further comprising exhaust valve means effective to at times enable the flow of gases burned in said combustion chamber means to be exhausted therefrom, and a plurality of intake ports for enabling the flow of a combustible mixture directly into said first work combustion chamber when said intake ports are uncovered by said ring-like piston during said recipro-cating movement thereof, said plurality of intake ports comprising a first plurality of ports formed in said first radially inner annular wall and a second plurality of ports formed in said second radially outer annular wall.

13. An internal combustion engine according to claim 12 wherein said exhaust valve means are ope-rated in timed relationship to the rotation of said crankshaft means.

14. An internal combustion engine according to claim 12 and further comprising pre-compression chamber means for receiving a combustible mixture therein, and passage means interconnecting said intake ports and said pre-compression chamber means.

15. An internal combustion engine, comprising an engine housing, an annular cylinder formed in said housing, said annular cylinder comprising a first radially inner annular wall and a second radially outer annular wall, a ring-like piston received in said annular cylinder for reciprocating movement therein, motion transmitting means operatively connected to said ring-like piston for transmitting the reciprocating movement of said ring-like piston to associated power output means, combustion chamber means, said combustion chamber means comprising a first ring-like combustion chamber portion defined generally and cooperatively by said inner and outer annular walls and said piston, said combustion chamber means further comprising a second portion situated generally axially of said first ring-like combustion chamber portion, said first and second combustion chamber portions being in commu-nication with each other, said second combustion chamber portion being of unexpandable volume, exhaust valve means effective to at times enable the flow of gases burned in said combustion chamber means to be exhausted therefrom, a plurality of intake ports for enabling the flow of a combustible mixture into said combustion chamber means when said intake ports are uncovered by said ring-like piston during said reciprocating movement thereof, said plurality of intake ports comprising a first plurality of ports formed in said first radially inner annular wall and a second plurality of ports formed in said second radially outer annular wall, pre-compression chamber means for receiving a combustible mixture therein, and passage means interconnecting said intake ports and said pre-compression chamber means, said passage means comprising first conduit means and second conduit means, said first conduit means serving to flowingly interconnect said first plurality of ports to said pre-compression chamber, and said second conduit means serving to flowingly interconnect said second plurality of ports to said pre-compression chamber.

16. An internal combustion engine according to claim 1 and further comprising generally centrally disposed axially extending stationary core-like body means, wherein said first radially inner annular wall is carried by said stationary core-like body means, wherein said second work combustion chamber comprises first and second combustion-chamber surfaces, wherein said first combustion-chamber surface comprises said stationary axial end surface means and is situated at the axial end of said stationary core--like body means, and wherein said second combustion-chamber surface is carried by said engine housing as to be spaced from and generally juxtaposed to said first combustion--chamber surface.

17. An internal combustion engine according to claim 16 wherein said first combustion-chamber surface is generally concave when viewed from the interior of said second work combustion chamber.

18. An internal combustion engine according to claim 16 wherein said first and second combustion-chamber surfaces are each of a generally concave configuration with the concavity thereof being in opposed directions when viewed from the interior of said second work combustion chamber.

19. An internal combustion engine according to claim 16 wherein said first combustion-chamber surface comprises a concave surface of a generally spherical configuration when viewed from the interior of said second work combustion chamber.

20. An internal combustion engine according to claim 16 wherein said second combustion-chamber surface comprises a concave surface of a generally spherical configuration when viewed from the interior of said second work combustion chamber.

21. An internal combustion engine according to claim 16 wherein each of said first and second combustion--chamber surfaces comprises a concave surface of a gene-rally spherical configuration when viewed from the interior of said second work combustion chamber.

22. An internal combustion engine according to claim 1 wherein said means for initiating ignition com-prises igniter means effectively in said second work combustion chamber, said igniter means being effective for igniting first any combustible mixture within said second work combustion chamber.

23. An internal combustion engine according to claim 1 wherein said second work combustion chamber com-prises a generally concave surface when viewed from the interior of said second work combustion chamber, and further comprising an annular rim surface, said generally concave surface extending as to peripherally generally terminate in said annular rim surface, and wherein said rim surface defines one side of said annular passage means for enabling said continuous communication between said first work combustion chamber and said second work combustion chamber.

24. An internal combustion engine according to claim 23 wherein said motion transmitting means comprises crankshaft means and connecting rod means, said crankshaft means comprising a large diameter live bearing portion journalled in said engine housing, said connecting rod means comprising at least first and second connecting rods, said first connecting rod being operatively connected to said crankshaft means at a first axial end of said large diameter live bearing portion, and said second connecting rod being operatively connected to said crank-shaft means at a second axial end of said large diameter live bearing portion opposite to said first axial end.

25. An internal combustion engine according to claim 23 and further comprising exhaust valve means effective to at times enable the flow of gases burned in said combustion chamber means to be exhausted therefrom, and a plurality of inlet ports for enabling the flow of a combustible mixture directly into said first work combustion chamber when said inlet ports are uncovered by said ring-like piston during said reciprocating movement thereof, said plurality of inlet ports comprising a first plurality of ports formed in said first radially inner annular wall and a second plurality of ports formed in and generally circumferentially about said second radially outer annular wall.

26. An internal combustion engine according to claim 25 wherein said motion transmitting means comprises crankshaft means and connecting rod means, said crankshaft means comprising a large diameter live bearing portion journalled in said engine housing, said connecting rod means comprising at least first and second connecting rods, said first connecting rod being operatively connected to said crankshaft means at a first axial end of said large diameter live bearing portion, and said second connecting rod being operatively connected to said crankshaft means at a second axial end of said large diameter live bearing portion opposite to said first axial end.

27. An internal combustion engine, comprising an engine housing, an annular cylinder formed in said housing and having a central axis, said annular cylinder comprising a first radially inner wall and a second radially outer annular wall, a ring-like piston received in said annular cylinder for reciprocating movement therein, said ring-like piston comprising a ring-like working surface means, said first and second annular walls and said working surface means comprising combustion chamber means, motion transmitting means operatively connected to said ring-like piston for transmitting the reciprocating movement of said ring-like piston to associated power output means, exhaust valve means located above said first and second walls effective to at times enable the flow of gases burned in said combustion chamber means to be exhausted therefrom, and a plurality of intake ports spaced from said exhaust valve means for enabling the flow of a combustible mixture into said combustion chamber means when said intake ports are uncovered by said ring-like piston during said recip-rocating movement thereof, said plurality of intake ports comprising a first plurality of ports formed in said first radially inner annular wall effective for permitting a flow of said combustible mixture in a direction generally away from said central axis and into said combustion chamber means, and a second plurality of ports formed in said second radially outer annular wall effective for permitting a flow of said combustible mixture in a direction generally toward said central axis and into said combustion chamber means simultaneously with said first plurality of ports.

28. An internal combustion engine according to claim 27 wherein said motion transmitting means comprises crankshaft means and connecting rod means, said crankshaft means comprising a large diameter live bearing portion journalled in said engine housing, said connecting rod means comprising at least first and second connecting rods, said first connecting rod being operatively connected to said crankshaft means at a first axial end of said large diameter live bearing portion, and said second connecting rod being operatively connected to said crankshaft means at a second axial end of said large diameter live bearing portion opposite to said first axial end.

29. An internal combustion engine according to claim 27 wherein said combustion chamber means comprises a first ring-like work combustion chamber defined generally and cooperatively by said inner and outer annular walls and said ring-like piston, said combustion chamber means further comprising a second work combustion chamber situated generally axially of said first work combustion chamber, said first and second work combustion chambers being in continuous communication with each other, said second work combustion chamber being of unexpandable volume, said second work combustion chamber comprising first and second combustion-chamber surface means, wherein said first and second combustion-chamber surface means are spaced from each other, and wherein said first combustion-chamber surface means is generally concave when viewed from the interior of said second work combustion chamber.

30. An internal combustion engine according to claim 29 wherein said motion transmitting means comprises crankshaft means and connecting rod means, said crankshaft means comprising a large diameter live bearing portion journalled in said engine housing, said connecting rod means comprising at least first and second connecting rods, said first connecting rod being operatively connected to said crankshaft means at a first axial end of said large diameter live bearing portion, and said second connecting rod being operatively connected to said crankshaft means at a second axial end of said large diameter live bearing portion opposite to said first axial end.

31. An internal combustion engine, comprising an engine housing, an annular cylinder formed in said housing, said annular cylinder comprising a first radially inner annular wall and a second radially outer annular wall, a ring-like piston received in said annular cylinder for reciprocating movement therein, said ring-like piston comprising a ring-like working surface means, said first and second annular walls and said working surface means comprising combustion chamber means, motion transmitting means operatively connected to said ring-like piston for transmitting the reciprocating movement of said ring-like piston to associated power output means, exhaust valve means effective to at times enable the flow of gases burned in said combustion chamber means to be exhausted therefrom, and a plurality of intake ports for enabling the flow of a combustible mixture into said combustion chamber means when said intake ports are uncovered by said ring-like piston during said reciprocating movement thereof, said plurality of intake ports comprising a first plurality of ports formed in said first radially inner annular wall and a second plurality of ports formed in said second ra-dially outer annular wall, wherein said motion transmitting means comprises crankshaft means and connecting rod means, said crankshaft means comprising a large diameter live bearing portion journalled in said engine housing, said crankshaft means further comprising an eccentrically dis-posed portion, and wherein said eccentrically disposed portion is journalled in said large diameter live bearing portion whereby said eccentrically disposed portion is effective for drivingly rotating said large diameter live bearing portion.

32. An internal combustion engine according to claim 31 wherein said eccentrically disposed portion comprises first and second eccentric bearing portions, wherein said first eccentric bearing portion is dis-posed axially outwardly of said large diameter live bearing portion at said first axial end, wherein said second eccentric bearing portion is disposed axially outwardly of said large diameter live bearing portion at said second axial end, wherein said connecting rod means comprises first and second connecting rods, and wherein said first and second connecting rods are respectively operatively connected to said first and second eccentric bearing portions.

33. An internal combustion engine according to claim 32 and further comprising a second large diameter live bearing portion carried by said crankshaft means and journalled in said engine housing, said second large diameter live bearing portion being situated as to be axially spaced from said first mentioned large diameter live bearing portion as to generally contain said first connecting rod axially between said first mentioned large diameter live bearing portion and said second large diameter live bearing portion.

34. An internal combustion engine according to claim 27 and further comprising piston guide means, said guide means comprising first and second guide portions carried by said ring-like piston and third and fourth guide portions carried by said engine housing, said first and third guide portions being in operative engagement with each other during said reciprocating movement of said ring-like piston, and said second and fourth guide portions being in operative engagement with each other during said reciprocating movement of said ring-like piston, said first and third guide portions and said second and fourth guide portions serving to at least inhibit said ring-like piston from experiencing piston slap during reciprocating movement.

35. An internal combustion engine according to claim 34 wherein said first and second guide portions com-prise first and second surface extensions extending from said ring-like piston in a direction generally toward said crankshaft means, wherein said first surface extension is on one side of said crankshaft means and said second surface extension is on a side of said crankshaft means opposite to said one side when said first and second surface extensions and said crankshaft means are viewed in a cross-sectional plane passing generally transversely through said crankshaft means, said first and third guide portions and said second and fourth guide portions respectively cooperating to preclude said ring-like piston from tilting with respect to the axis of said combustion chamber portion.

36. An internal combustion engine according to claim 35 wherein said third and fourth guide portions respectively comprise first and second slidable guide members carried by said engine housing.

37. An internal combustion engine according to claim 36 wherein each of said first and second slidable guide members is adjustably threadably mounted with respect to said engine housing.

38. An internal combustion engine according to claim 27 wherein said exhaust valve means are operated in timed relationship to the rotation of said crankshaft means.

39. An internal combustion engine according to claim 27 and further comprising pre-compression chamber means for receiving a combustible mixture therein, and passage means interconnecting said intake ports and said pre-compression chamber means.

40. An internal combustion engine, comprising an engine housing, an annular cylinder formed in said housing, said annular cylinder comprising a first radially inner wall and a second radially outer annular wall, a ring-like piston received in said annular cylinder for reciprocating movement therein, said ring-like piston comprising a ring-like working surface means, said first and second annular walls and said working surface means comprising combustion chamber means, motion transmitting means operatively connected to said ring-like piston for transmitting the reciprocating movement of said ring-like piston to associated power output means, exhaust valve means effective to at times enable the flow of gases burned in said combustion chamber means to be exhausted therefrom, a plurality of intake ports for enabling the flow of a combustible mixture into said combustion chamber means when said intake ports are uncovered by said ring-like piston during said reciprocating movement thereof, said plurality of intake ports comprising a first plurality of ports formed in said first radially inner annular wall and a second plurality of ports formed in said second ra-dially outer annular wall, pre-compression chamber means for receiving a combustible mixture therein, and passage means interconnecting said intake ports and said pre--compression chamber means, said passage means comprising first conduit means and second conduit means, said first conduit means serving to flowingly interconnect said first plurality of ports to said pre-compression chamber, and said second conduit means serving to flowingly interconnect said second plurality of ports to said pre-compression chamber.

41. An internal combustion engine according to claim 29 and further comprising generally centrally disposed axially extending stationary core-like body means, wherein said first radially inner annular wall is carried by said stationary core-like body means, wherein said second work combustion chamber comprises first and second combustion--chamber surfaces, wherein said first combustion-chamber surface is stationary and is carried by a stationary axial end of said stationary core-like body means, and wherein said second combustion-chamber surface is carried by said engine housing as to be spaced from and generally juxta-posed to said first combustion-chamber surface.

42. An internal combustion engine according to claim 41 wherein said first and second combustion-chamber surfaces are each of a generally concave configuration with the concavity thereof being in opposed directions when viewed from the interior of said second work combus-tion chamber.

43. An internal combustion engine according to claim 41 wherein said first combustion-chamber surface comprises a concave surface of a generally spherical configuration when viewed from the interior of said second work combustion chamber.

44. An internal combustion engine according to claim 41 wherein said second combustion-chamber surface comprises a concave surface of a generally spherical configuration when viewed from the interior of said second work combustion chamber.

45. An internal combustion engine according to claim 41 wherein each of said first and second combustion--chamber surfaces comprises a concave surface of a generally spherical configuration when viewed from the interior of said second work combustion chamber.

46. An internal combustion engine according to claim 29 and further comprising igniter means effectively in said second work combustion chamber, said igniter means being effective for igniting first any combustible mixture within said second work combustion chamber.

47. An internal combustion engine according to claim 29 and further comprising annular passage means generally peripherally about said second work combustion chamber for completing continuous communication as between said first work combustion chamber and said second work combustion chamber.

48. An internal combustion engine according to claim 47 and further comprising igniter means effectively in said second work combustion chamber, said igniter means being effective for igniting first any combustible mixture within said second work combustion chamber.

49. An internal combustion engine according to claim 47 wherein said annular passage means is peripherally continuous about said second work combustion chamber.

50. An internal combustion engine according to claim 49 and further comprising igniter means effectively in said second work combustion chamber, said igniter means being effective for igniting first any combustible mixture within said second work combustion chamber.

51. An internal combustion engine according to claim 29 wherein said second work combustion chamber comprises a generally concave surface when viewed from the interior of said second work combustion chamber, and further comprising an annular rim surface, said generally concave surface extending as to peripherally generally terminate in said annular rim surface, and wherein said rim surface defines one side of an annular passage for enabling said continuous communication between said first work combustion chamber and said second work combustion chamber.

52. An internal combustion engine according to claim 51 wherein said motion transmitting means comprises crankshaft means and connecting rod means, said crankshaft means comprising a large diameter live bearing portion journalled in said engine housing, said connecting rod means comprising at least first and second connecting rods, said first connecting rod being operatively connected to said crankshaft means at a first axial end of said large diameter live bearing portion, and said second connecting rod being operatively connected to said crankshaft means at a second axial end of said large diameter live bearing portion opposite to said first axial end.

53. An internal combustion engine, comprising an engine housing, an annular cylinder formed in said housing, said annular cylinder comprising a first radially inner annular wall and a second radially outer annular wall, a ring-like piston received in said annular cylinder for reciprocating movement therein, said ring-like piston comprising a ring-like working surface means, said first and second annular walls and said working surface means comprising combustion chamber means, motion transmitting means operatively connected to said ring-like piston for transmitting the reciprocating movement of said ring-like piston to asso-ciated power output means, and a plurality of ports, said plurality of ports comprising a first plurality of inlet ports for enabling the flow of a combustible mixture into said combustion chamber means, said plura-lity of ports comprising a second plurality of exhaust ports for enabling the exhausting of gases burned in said combustion chamber means, each of said plurality of inlet ports and said plurality of exhaust ports being opened to communication by said ring-like piston during said reciprocating movement thereof, said first plurality of inlet ports being formed in said first radially inner annular wall, said first plurality of inlet ports being so situated as to have a first select group of said plurality of inlet ports formed on one diametral side of said first radially inner annular wall and a second select group of said plurality of inlet ports formed on a second diametral side of said first radially inner annular wall generally opposite to said one diametral side, said second plurality of exhaust ports being formed in said second radially outer annular wall, said second plurality of exhaust ports being so situated as to have a first select group of said plurality of exhaust ports formed on one diametral side of said second radially outer annular wall and a second select group of said plurality of exhaust ports formed on a second diametral side of said second radially outer annular wall generally opposite to said one diametral side of said second radially outer annular wall, said first and second select groups of said inlet ports and said first and second select groups of said exhaust ports being so positioned as to have the flow from said first and second select groups of said inlet ports be generally normal to the flow from said first and second select groups of said exhaust ports.

54. An internal combustion engine according to claim 53 wherein said motion transmitting means comprises crankshaft means and connecting rod means, said crank-shaft means comprising a large diameter live bearing portion journalled in said engine housing, said connecting rod means comprising at least first and second connecting rods, said first connecting rod being operatively connected to said crankshaft means at a first axial end of said large diameter live bearing portion, and said second connecting rod being operatively connected to said crankshaft means at a second axial end of said large diameter live bearing portion opposite to said first axial end

55. An internal combustion engine according to claim 53 wherein said combustion chamber means com-prises a first ring-like combustion chamber portion defined generally and cooperatively by said inner and outer annular walls and said piston working surface means, said combustion chamber means further comprising a second portion situated generally axially of said first combustion chamber portion, said first and second combustion chamber portions being in communication with each other, said second combustion chamber portion being of unexpandable volume, said second combustion chamber portion comprising first and second combustion chamber surface means, wherein said first and second combustion chamber surface means are spaced from each other, and wherein said first combustion chamber surface means is generally concave.

56. An internal combustion engine according to claim 55 wherein said motion transmitting means comprises crankshaft means and connecting rod means, said crankshaft means comprising a large diameter live bearing portion journalled in said engine housing, said connecting rod means comprising at least first and second connecting rods, said first connecting rod being operatively connected to said crankshaft means at a first axial end of said large diameter live bearing portion, and said second connecting rod being operatively connected to said crankshaft means at a second axial end of said large diameter live bearing portion opposite to said first axial end.

57. An internal combustion engine according to claim 53 wherein said motion transmitting means comprises crankshaft means and connecting rod means, said crankshaft means comprising a large diameter live bearing portion journalled in said engine housing, said crankshaft means further comprising an eccentri-cally disposed portion, and wherein said eccentrically disposed portion is journalled in said large diameter live bearing portion whereby said eccentrically dis-posed portion is effective for drivingly rotating said large diameter live bearing portion.

58. An internal combustion engine according to claim 57 wherein said eccentrically disposed portion comprises first and second eccentric bearing portions, wherein said first eccentric bearing portion is dis-posed axially outwardly of said large diameter live bearing portion at said first axial end, wherein said second eccentric bearing portion is disposed axially outwardly of said large diameter live bearing portion at said second axial end, wherein said connecting rod means comprises first and second connecting rods, and wherein said first and second connecting rods are res-pectively operatively connected to said first and second eccentric bearing portions.

59. An internal combustion engine according to claim 58 and further comprising a second large dia-meter live bearing portion carried by said crankshaft means and journalled in said engine housing, said second large diameter live bearing portion being situated as to be axially spaced from said first men-tioned large diameter live bearing portion as to gene-rally contain said first connecting rod axially between said first mentioned large diameter live bearing portion and said second large diameter live bearing portion.

60. An internal combustion engine according to claim 53 and further comprising piston guide means, said guide means comprising first and second guide portions carried by said ring-like piston and third and fourth guide portions carried by said engine housing, said first and third guide portions being in operative engagement with each other during said reciprocating movement of said ring-like piston, and said second and fourth guide portions being in operative engagement with each other during said reciprocating movement of said ring-like piston.

61. An internal combustion engine according to claim 60 wherein said first and second guide portions comprise first and second surface extensions extending from said ring like piston in a direction generally toward said crankshaft means, wherein said first surface extension is on one side of said crankshaft means and said second surface extension in on a side of said crankshaft means opposite to said one side when said first and second surface extensions and said crankshaft means are viewed in a cross-sectional plane passing generally transversely through said crankshaft means.

62. An internal combustion engine according to claim 61 wherein said third and fourth guide portions respectively comprise first and second slidable guide members carried by said engine housing.

63. An internal combustion engine according to claim 62 wherein each of said first and second slidable guide members is adjustably mounted with respect to said engine housing.

64. An internal combustion engine according to claim 53 and further comprising pre-compression chamber means for receiving a combustible mixture therein, and passage means interconnecting said inlet ports and said pre-compression chamber means.

65. An internal combustion engine according to claim 55 and further comprising generally centrally disposed axially extending core-like body means, wherein said first radially inner annular wall is carried by said core-like body means, wherein said first combustion chamber surface is carried by the axial end of said cork-like body means, and wherein said second combustion chamber surface is carried by said engine housing as to be spaced from and generally juxtaposed to said first combustion chamber surface.

66. An internal combustion engine according to claim 65 wherein said first and second combustion chamber surfaces are each of a generally concave con-figuration with the concavity thereof being in opposed directions.

67. An internal combustion engine according to claim 65 wherein said first combustion chamber surface comprises a generally spherical surface.

68. An internal combustion engine according to claim 65 wherein said second combustion chamber surface comprises a generally spherical surface.

69. An internal combustion engine according to claim 65 wherein each of said first and second combus-tion chamber surfaces comprise a generally spherical surface.

70. An internal combustion engine according to claim 55 and further comprising igniter means effec-tively in said second combustion chamber portion, said igniter means being effective for igniting first any combustible mixture within said second combustion chamber portion.

71. An internal combustion engine according to claim 55 and further comprising annular passage means generally peripherally about said second combustion chamber portion for completing communication as between said first combustion chamber portion and said second combustion chamber portion.

72. An internal combustion engine according to claim 71 and further comprising igniter means effec-tively in said second combustion chamber portion, said igniter means being effective for igniting first any combustible mixture within said second combustion chamber portion.

73. An internal combustion engine according to claim 71 wherein said annular passage means is periphe-rally continuous about said second combustion chamber portion.

74. An internal combustion engine according to claim 73 and further comprising igniter means effec-tively in said second combustion chamber portion, said igniter means being effective for igniting first any combustible mixture within said second combustion chamber portion.

75. An internal combustion engine according to claim 55 wherein said second combustion chamber portion comprises a generally concave surface, and further comprising an annular rim surface, said generally concave surface extending upwardly as to generally terminate in said annular rim surface, and wherein said rim surface defines one side of an annular passage for enabling said communication between said first combustion chamber portion and said second combustion chamber portion.